Cash-carrier apparatus.



No. 804,214. PATENTED NOV. 14, 1905.

' J. W. CLARK.

CASH CARRIER APPARATUS.

APPLICATION FILED 11.13.29. 1905.

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PATENTED NOV. 14, 1905.

J. W. CLARK.

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J MUZarZj UNITED sTATEs PATENT OFFICE.

JAMES W. CLARK, OF JANESVILLE, WISCONSIN, ASSIGNOR TO COLIN C. MAOLEAN, OF J ANESVILLE, WISCONSIN.

CASH-CARRIER APPARATUS.

Specification of Letters Patent.

Patented Nov. 14, 1905.

Application filed March 29, 1905' Serial No. 252,690.

sides in the provision of a peculiar form of car which carries the cash-cup in connection with special buffing mechanism for retarding the progress of the car at the receiving-stations.

The invention includes also novel propelling mechanism for the car.

For a full description of the invention and the merits thereof and also to acquire a knowl edge of the details of construction of the means for effecting the result reference is to be'had to the following description and accompanying drawings, in WlllGl1 Figure 1 is a vertical sectional view of apparatus embodying the invention, a car being shown approaching the receiving station. Fig. 2 is a horizontal sectional view on the line X X of Fig. 1 looking downwardly. Fig. 3 is a detail perspective view of the pivot line-attaching block and the buffing members carried thereby. Fig. 4 is a broken perspective view showing the upper portion ofthe operating-lever. Fig. 5 is a horizontal sectional view through the body of the car, illustrating the same as it is leaving the space between the bufling-plates, bringing out the relative positions of the sides of the car which facilitate the propulsion of the latter out of engagement with the buffing-plates. Fig. 6 is a view similar to Fig. 5, the car entering the space between the buffing-plates. Fig. 7 is a detail perspective view of one of the sides of the car.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

In the practical embodiment of the invention a suitable vertical standard 1 is utilized, said standard being attached at its upper end to the ceiling and rigidly reinforced and held in position by means of braces or guy ropes or wires 2. The parts 2 connect with a casting or head 3 at the lower extremity of the standard 1, and to this member 3 is pivoted a block 4, the point of pivotal support of the latter being between its ends. A lug 5 projects laterally from the member 3, and a setscrew 6 in the block 4 is adapted to engage the under side of the lug 5, so as to adjust the angle of disposition of the block and admit of variance of the inclination of the line-wire 7 which is directly attached to the block. The lug 5 is transversely apertured for attachment to the guy devices 2. A set-screw 8 is arranged at the lower extremity of the member 3 to admit of convenient attachment of a shelf stay-rod. Secured to thesides of the block 4 and projecting therefrom are spaced buffer-plates 9, said plates being arranged longitudinally of the block and being of such a length as to receive the body of a car 10- therebetween when the latter reaches the receiving-station. The buffer-plates 9 consist of spring-plates having the outer extremities thereof curved outwardly, as shown at 11, to form a flared entrance to the space between the plates.

The extremity of the block 4 between the plates 9 is provided with a lug 12, upon which is received a cushion 13, of rubber or similar substance. The cushion 13 is of course arranged between the plates 9and is adapted to take up any shock or jar caused by the car 10 coming into contact with the member 4. The end portions of the body of the car 10 are convergent or rounded, so as to be of somewhat wedge formation, as shown at 14, this construction facilitating passage of the car into the space between the buffer-plates 9 as said car reaches the receiving-station. The wedging action of the car 10 between the plates 9 and the frictional contact of the latter with said car will retard the progress of the car in a manner which will be readily apparent, and the bufling means is such that all jar and vibration will be reduced to a minimum, relieving the supporting means for the apparatus of the shock.

The propelling device used in connection with the invention consists of a lever 15 of approximately bell-crank form, the crank-arm 16 at the upper extremity of the lever being composed of spaced parts 17 embracing the standard 1 upon opposite sides. The lever 15 is pivoted to a curved arm 18, which extends from the standard 1, said curved arm being adjustably mounted upon the standard, so as to be raised and lowered, if necessary, in adjusting the position of the parts of the apparatus. The lower extremity of the arm 18 is transversely widened, as shown at 19, and,

' pull-rod 21 and is adapted to be grasped by the operator in actuating the lever 15. The lower extremity of the lever has spaced extensions 23 projecting laterally therefrom and arranged upon opposite sides of the head or casting 3, before described. A bail 24 has its ends connected with the outer extremities of the extensions 23, and said bail is adapted to engage the car so as to propel or project said car from the receiving-station over the linewire. The end of the bail 24 adapted to engage the car is provided with a roller 25 of rubber or cushion material. If desirable, the body of the lever may be made of wood, and the parts 17, as well as the extensions 23, may comprise portions of a plate or plates secured to the opposite end portions of the body of the lever. This construction is conducive to cheapness and does not take away from the substantiality of the device whatever.

Projecting upwardly from the car 10 are small spaced standards 26, between which the wheels of the car are mounted. The outer portions of the standards are recessed, as shown at 27, so that the bail or roller thereof will abut with the curved portions of the standards 26 in striking the car to propel or project the same out of the receiving-station. The roller 25 is of course supported by the linewire after the lever 15 has been actuated so as to project the car from the station. Arranged between the outer extremities of the parts 17 of the crank-arm 16 is a rubber roller 28, forming a cushion between the upper end of the lever 15 and the standard 1, so that the lever can be brought into forcible contact with the standard and additional impetus may be given to the car in propelling the same forward. In order that the lever 15 may remain normally in the position shown in Fig. 1, a spring 29 is provided, and said spring consists, preferably, of a length of spring-wire bent upon itself between its ends, having the side portions thereofcoiled aboutthe widenedlower extremity of the arm 18, the ends of the wire being attached to a bar 30 between the parts 17 the curved portion of the wire engaging the arm 18 aforesaid. The spring 29 serves to normally hold the lever in the position above indicated.

The car 10 comprises a frame 10, which may be of metal or the like, from which the parts 26 extend .and which is formed with the cuff-holding'portion of the car. The car 10 also embodies movable sides 10", to the outer sides of which are attached plates 10 to take up wear and friction upon the sides as the car enters the space between the members 9. The sides 10 of the car are secured at a point about intermediate their ends by a fastening 35, which may consist of a screw or like part, and said sides are adapted for a certain amount of longitudinal sliding movement with reference to the frame 10". The ends of the frame 1O are made of wedge formation, as shown most clearly at 10, and upon the inner faces of the sides 10 at the ends are formed cams 10 adapted to ride in contact with the wedgeshaped ends of the frame 10, so that when the sides 1O move longitudinally of the frame 10 the cams 10 at adjacent ends of the sides, riding in contact with the adjacent portion 10, will separate the opposite ends of the sides 1O aforesaid. In other words, as the car leaves the space between the buifer members 9 at the sending-station the lever 15, striking the car to actuate the same, engages with the frame 10 and forces the same outwardly, thereby separating the outer end portions of the sides 10". The sides 10 of the car are thus expanded at the outer ends as the car is propelled toward the receiving-station, and the outer ends will first enter the space between the bufi er members!) at the receivingstation and being expanded to the maximum will coact with the members 9 to retard the movement of the car. The expansion of the outer ends of the sides of the car as it leaves the sending-station contracts the inner ends and facilitates'movement of the car out of the space between the members9at such sendingstation, the advantages'of the above being of importance in securing ease of operation of the mechanism. Since the sides of the car are slidable in both directions and the extremities of the parts 10 and 1O are of the same construction, the end of the car engaging the members 9 of the receiving-station first will be of greater width under all conditions than the outer or more remote end of the car in either direction the car may be going.

The provision of the lever-body 15, which is preferablyof wood, forms a-member which gives an increased elasticity to the lever device which propels the car, increasing the throwing capacity of the said device and doing away with the jar which a sudden stop would give to a stiff lever.

Having thus described the invention, what is claimed as'new is 1. In a cash-carrier apparatus, the combination of atrack, a car arranged to travelthereover and embodying movable sides, a bufler adapted toembrace said sides, and means for propelling the car and positively positioning the sides in expanded or separated position before the car coacts with the buffer.

2. In cash-carrier apparatus, the combination of a track, a car arranged to travel thereover and embodying sides adapted to be expanded and to remain in such expanded positions, a bufier adapted to embrace said sides, and means for simultaneously propelling the car toward the buffer and expanding its sides before the car reaches the buffer.

3. In a cash-carrier apparatus, the combination of a supporting-standard, spaced bufferplates projected from the standard,a track,and a car arranged to travel on the track and enter the space between the buffer-plates and embodying movable sides coacting with the buffer.

4. In a cash-carrier apparatus, the combination of a supporting-standard, spaced bufferplates projected from the standard, a track,and a car arranged to travel on the track and enter the space between the buffer-plates and embodying sides expansible before the car coacts with the buffer.

5. In acash-carrier apparatus, the combination of a supporting-standard, spaced bufferplates projected from the standard, a car arranged to enter the space between the bufferplates and comprising a frame and sides longitudinally movable upon the frame and expansible at opposite ends, and a track for the car.

6. In acash-carrier apparatus, the combination of a supporting-standard, spaced bufferplates projected from the standard, a car arranged to enter the space between the bufferplates and comprising a frame, sides slidable upon the frame, a connection between the sides, means for expanding the sides on longitudinal movement thereof with reference to the frame, and a track for the car.

7. In a cash-carrier apparatus, the combination of a track, a car arranged to travel thereover and embodying a frame, sides movable upon the frame and adapted to be separated or expanded and to remain in separated or expanded positions, a buffer, and propelling means adapted to engage the car and move the frame thereof relative to its sides to expand the latter before the car coacts with the buffer.

8. In acash-carrier apparatus, the combination of a track, a car arranged to travel there over and embodying a frame having Wedgeshaped ends, sides movable relative to the frame and provided with cams at the ends thereof to coact with the wedge-shaped ends of the frame, a buffer, and propelling means adapted to engage the car and move the frame relative to its sides to cause an end of the frame to coact with the cams on the sides and expand the latter and hold them in expanded positions before the car coacts with the buffer. In testimony whereof I affix my signature in presence of two witnesses.

JAMES W. CLARK. [L. s] Witnesses:

A. A. JAcKsoN, EUDELLA JACKSON. 

